Cargo ship construction



Sheet of 5 INVBNTOR: ERNEST w. 0mm LEY T f m "4 8 u i mm m 1 #4 1.

ATTORNEY March 25, 1969 E. w. CRUMLEY CARGO SHIP CONSTRUCTION Filed Dec. 21, 1966 March 25, 1969 E. w. CRUMLEY CARGO SHIP CONSTRUCTION March 25, 1969 E. w. CRUMLEY CARGO SHIP CONSTRUCTION Filed Dec. 21, 1966 INVENTOR ERNEST W. CEUMLEY /7 a: ATTORNEY Sheet Filed Dec. 21, 1966 ERNEST w. CRUMLE'Y ATTORNEY March 25, 1969 w CRUMLEY 3,434,445

CARGO SHIP CONSTRUCTION Filed Dec. 21, 1966 Sheet 5 of 5 bf I 60, 65 m fin I fifi n x I n} INVENTOR. ERNEST W. CEUMLEY ATTORNEY 3,434,445 CARGO SHIP CONSTRUCTION Ernest W. Crumley, Apt. 502, Carlton Arms, Charleston, S.C. Filed Dec. 21, 1966, Ser. No. 603,659 Int. Cl. B63b /02 US. Cl. 114-72 12 Claims ABSTRACT OF THE DISCLOSURE This invention relates to a ship construction and more particularly to a construction for a cargo ship.

The rapidly developing tempo and scope of world trade today have substantially increased the standard of performance imposed on merchant fleets in the transportation of goods throughout the world. One of the characteristics of merchant ships today which has limited the performance of such ships to a performance level less than desired is the unusually long time and amount of labor required to load and unload cargo. This prolonged cargo loading and unloading period confines a ship for long periods of time to a port thus unduly inactivating the ship which could otherwise be underway on a shipping operation. Furthermore, under present day practices, considerable labor is generally required for loading and unloading cargo adding substantially to shipping costs. In addition, loading and unloading operations are further hampered by present day cargo ship construction in installations where docking areas are not provided. The extension of world trade into remote areas and areas formerly bypassed is rapidly increasing the number of ports which could be served by shipping. Unfortunately, the practical limitations imposed by the cargo handling techniques in use today tend to limit the number of such ports which can be served by conventionally constructed cargo ships.

The most common type of cargo ship construction in use today utilizes conventional winches, booms, nets, hooks, slings, etc., which, as can be understood, are not only expensive to operate because of the need of skilled labor in their use :but due to their bulky construction occupy valuable space aboard ship. In addition, if damage is to be avoided, the use of such devices for loading and unloading cargo calls for the exercise of care and patience in attaching and releasing the cargo, qualities not often found in the typical longshoremen. Furthermore, the location of these loading and unloading devices aboard ship and the limited number of hatches through which the cargo may be moved, means that additional labor and time must be utilized in shifting the cargo within the hold once the cargo has been initially placed in the hold or is ready to be removed from its stored position in the ship.

Some progress has been made in ship construction to reduce the time a ship must spend in port and the attendant high costs by the use of containerized cargo. The technique of containerized cargo involves the arrangement in which cargo packaged in containers is stacked vertically within the hold of a ship. Very little success, however, has been achieved with this technique since it is still necessary to use the conventional loading and unloading devices such as booms and the like and there is still the need to shift the cargo fore and aft in the States atent O hold. Furthermore, only certain types of cargo are suitable for such a shipping technique.

The use of a vertically movable platform or deck aboard a ship is not new as there has been a limited application of such a movable deck in the form of what is often referred to as an elevator. Such an elevator generally forms a part of the main deck area and is arranged to be moved downwadly into the ships hold to a selected level. When positioned in the hold, the elevator deck or platform may be loaded from the ships hold and moved upwardly to its uppermost position adjacent the main deck area for unloading. Not only is such a present day elevator arrangement used only to lift or raise objects from a lower level in the hold to the upper main deck level, they are extremely expensive and bulky so as to limit their use to highly specialized applications such as aircraft carriers or the like. In addition, no improvement in efficiency would result from the use of such a well-known type of elevator in a cargo loading and unloading operation since the elevator would merely be a partial replacement for some of the conventional winches, booms, and the like normally carried aboard ship. Furthermore, the power machinery for such an elevator is extremely complicated and expensive being further limited by weight and cost factors to a relatively light load capacity.

Another problem confronting the shipping industry relating to ship construction is the maintenance and replacement of the ship propulsion machinery such as boilers, turbines, pumps and related units. As is well known, such ship propulsion machinery requires periodic overhauling, repair, etc., and this repair operation requires scheduling at ship repair berths which scheduling may not match the shipping schedule of the ship. Furthermore, such repair work on ship machinery means that the ship is completely removed from shipping duty for a lengthy period of time. Tying up a ship for such maintenance work is costly from the standpoint of time and labor involved and, in addition, requires that each merchant fleet include a greater number of ships than actually required for use since, at all times, a certain percentage of the total number of ships in the fleet would always be undergoing repair.

Further complicating the problem of overhaul and repair is a reduction in the number of ports or bases where such work can be done which means loss of time in locating a suitable port. In order to save costly time and labor, a trend is developing towards what is referred to as repair or refit by replacement. Under the principle of repair and refit by replacement, units of propulsion machincry and associated units are removed completely from the ship periodically or when breakdown occurs and replaced with new or repaired units. Thus those removed units requiring repair can be repaired in a suitable shop according to the shop schedule without tying up the ship and the ship proceeds after only a short delay on its assigned duties. While such a replacement technique eliminates substantially all of the shipyard time formerly required for this job, with present day ship constructions, there is still the diffioulty of removing and replacing the heavy and bulky ship propulsion machinery and other units. Removal of such machinery from a ship generally requires shifting the machinery within the ship and finally removing with winches, booms, and the like through open hatches in the manner similar to the manner in which cargo is handled. As can be understood, this time consuming and complicated process must be reversed when new or repaired units are installed aboard the ship as replacements. In addition, present day ship construction offers considerable obstacles to the removal of the larger ship propulsion units such as the turbine, boilers, and the like.

Accordingly, a primary object of this invention is to provide a new and novel cargo ship construction.

Another object of this invention is to provide a new and novel ship construction which permits loading and unloading of car-go and the like with a minimum of time and labor.

A further object of this invention is to provide a new and novel ship construction which not only permits a reduction in the cost of a cargo ship but which permits a substantial increase in the cargo carrying capacity of such a ship.

Still another object of this invention is to provide a new and novel cargo ship construction which eliminates the costly, bulky, space consuming and slow acting conventional winches, booms, nets, hooks, slings, etc., used on present day ships and which permits the utilization of an inexpensive and large load capacity device for high speed loading and unloading of cargo from any section of the ship.

A still further object of this invention is to provide a new and novel cargo ship construction which permits propulsion power machinery needing repair or replacement to be quickly replaced so as to eliminate the long periods of inactivity required of present day ships for such work to be performed.

This invention further contemplates the provision of a new and novel cargo ship construction which utilizes commercially available power devices which are extremely compact yet with extremely large load lifting capacity to permit heavy cargo to be rapidly loaded and unloaded from the ship, which permits the utilization of the principle of repair and refit by replacement for the propulsion power machinery and other equipment carried by the ship and which enables the ship to be used interchangeably as either a cargo or personnel carrier.

Other objects and advantages of the invention will become apparent from the following description taken in connection with the accompanying drawings.

The objects stated above and other related objects in this invention are accomplished by providing a hull having a bow and stern and propulsion power means positioned in the hull. The hull includes a bottom wall, a pair of side walls, and a horizontally extending main deck area adjacent the upper edge portions of the hull side walls. The hull bottom wall, side walls and main deck area define a hold extending throughout the major portion of the length of the hull. The hold is divided longitudinally into a plurality of vertically extending cargo spaces in each of which a plurality of vertically aligned decks is arranged for vertical movement in overlying relationship. Means are associated with each of the plurality of decks for selectively moving the decks vertically into a cargo storage position in the cargo space, into a transfer position in horizontal alignment with the main deck area for transfer of cargo between the aligned deck and an associated unloading area and into an elevated position above the main deck area.

The novel features which are believed to be characteristic of the invention are set forth with particularity in the appended claims. The invention itself, however, both as to its organization and method of operation may be best understood by reference to the following description taken in conjunction with the accompanying drawings in which:

FIGURE 1 is a side elevation of a ship constructed in accordance with the invention with one side wall partially broken away for illustrative purposes;

FIGURE 2 is a plan view of the ship of FIGURE 1 taken substantinally along line 2-2 in the direction of the arrows;

FIGURE 3 is an enlarged view of that portion of the ship of FIGURE 1 contained within the broken lines indicated by the numeral 3;

FIGURE 4 is a sectional view taken substantially along line 4-4 of FIGURE 3 in the direction of the arrows;

FIGURE 5 is an enlarged sectional view taken substantially along line 5-5 of FIGURE 1 in the direction of the arrows;

FIGURE 6 is a perspective view partially in phantom of a pair of decks incorporated in the ship construction of the invention;

FIGURE 7 is an enlarged sectional view taken substantially along line 7-7 of FIGURE 1 in the direction of the arrows in association with an unloading area;

FIGURE 8 is an enlarged fragmentary view taken in the direction of the arrow 8 in FIGURE 6;

FIGURE 9 is an enlarged View of the portion of the ship of FIGURE 1 contained within the broken lines indicated by the numeral 9; and

FIGURE 10 is a sectional view taken substantially along line 1010 of FIGURE 9 in the direction of the arrows.

As generally illustrative of the invention, there is shown in FIGURES 1, 2 a ship constructed in accordance with the invention which includes a hull designated generally by the numeral 11 having a how 12 and a stern 13. The hull 11 includes a keel or bottom wall 14, a pair of side walls 16, 17 having upper edge portions 16a, 17a respectively and a main deck area designated generally by the numeral 18 adjacent the edge portions 16a, 17a of the side walls 16, 17 respectively as shown best in FIGURE 5. The bottom wall 14, side Walls 16, 1'7, and main deck area 18 define a hold 19 which extends throughout the major portion of the length of hull 11.

The cargo ship of the invention is also provided with a propelling device such as a screw 20 associated with a rudder 21 adjacent the stern 13 in the well-known manner, the screw 20 being rotated by propulsion power means designated generally by the numeral 22 in FIG- URE 1 as will be explained in detail hereinafter. As is well known, the ship construction of the invention also includes a superstructure designated generally by the numeral 23 extending upwardly from the main deck area 18 adjacent the stern 13 through which a stack 24 extends for removing the combustion gases produced in the propulsion power means 22. Preferably, a wave breaker 25 is also provided on the hull 11 adjacent the how 12 which functions in the well-known manner to reduce the effect of waves on the forward progress of the ship.

As specifically illustrative of the invention, the hold 19 is divided longitudinally into :a plurality of vertically extending cargo spaces 26 as shown in FIGURES 1, 2. As shown, the cargo spaces 26 are arranged in spaced relationship, the transversely extending sides of the cargo spaces 26 defining together with the hull bottom wall 14, side walls 16, 17 and main deck area 18 vertically extending clearance spaces 27 as shown best in FIGURE 3.

In the illustrated embodiment, each of the spaces 27 is arranged to accommodate a stack of vertically spaced, vertically aligned decks or platforms preferably five in number which are identified by the numerals 28-32 as shown in FIGURE 3. Means are provided for supporting the platforms 2832 which, in the illustrated embodiment, include a plurality of columns or stanchions 33 preferably three in number and extending transversely of the hold 19 as shown best in FIGURES 2, 3. It will be noted that alternating spaces 27 throughout the major portion of the length of the hold 19 are of enlarged width and have been identified by the numeral 27'. The platforms 28-32 in each space 27' are therefore arranged to accommodate access stairways or ladders 34 therebetween as shown best in FIGURE 5. In the vertical spaces 27 transversely extending, watertight bulkheads 35 are provided in the well-known manner.

It can be understood that the vertical spacing of the platforms 28-32 corresponds to the various levels within the hold 19 suitable for the storage of cargo, the lower platform 28 being the lowermost cargo storage level and preferably formed as part of the hull bottom wall 14 as shown. The uppermost platform 32 is thus arranged in horizontal alignment with the main deck area 18. As the cargo spaces 26, and clearance spaces 27 together with associated structures contained therein are similar in construction throughout the hold 19, like numerals have been used to identify like parts.

As shown best in FIGURES l, 3, 7, an elevated deck 36 is preferably provided in vertically spaced relationship over the main deck area 18. In the illustrated embodiment, the elevated deck 36 is supported on the upper ends of the vertically extending stanchions 33 the upper ends of which are suitably connected to reinforcing members 37 suitably positioned within the deck 36 as shown best in FIGURES l-3. The elevated deck 36 extends over the major portion of the underlying main deck area 18 and in addition to its function as will be explained hereinafter it may be easily adapted for use as a landing and take-off area for aircraft such as helicopters.

As shown in FIGURES l, 2, a plurality of the watertight bulkheads 35 define therebetween pairs of cargo spaces 26 one such pair of cargo spaces being identified in FIGURES l, 3 by the reference numerals 26', 26" which define therebetween a vertical space 27'. As each pair of cargo spaces 26 is similar in construction, the description to follow will be directed to one of cargo spaces 26 as well as the associated pair of cargo spaces 26', 26" for clarity and simplicity, it being understood that the other cargo spaces 26 are included in the description. In the ship construction of the invention, a pluralty of vertically aligned decks are arranged in overlying relationship for vertical movement in each of the cargo spaces 26. More specifically, five of such decks are provided as shown best in FIGURE 3, which decks are identified by the numerals 41-45.

Means are associated with each of the plurality of decks 41-45 for selectively moving these decks vertically into a cargo storage position in the cargo space 26 designated generally by the letter S as shown in FIGURE 7, into a transfer position designated generally by the letter T in horizontal alignment with the main deck area 18 as shown in FIGURE 7 for transfer of cargo between the aligned deck and an associated unloading area designated generally in FIGURE 7 by the letter U and into an elevated position designated generally by the letter E above the main deck area 18 as shown also in FIGURE 7. In addition to the flanged upper edges 16a, 17a of the side walls 16, 17, the hull side walls 16, 17 are also preferably provided with vertically spaced, inwardly directed flanges 16b, 17b respectively with which the decks 41, 42 and 43, 44 are positioned in close fitting alignment in the storage position S as shown in FIGURE 7.

More specifically, decks 41, 42 are preferably suitably secured together for simultaneous vertical movement and in the storage position of FIGURES 3, 7 are arranged with transverse side edges in relatively close, horizontally aligned relationship with the platforms 28, 29 as shown. Also, as previously referred to, the bottom movable deck 41 is preferably supported in the cargo storage position S on the hull bottom wall 11 as shown.

Movable cargo decks 43, 44 are preferably similarly secured together for simultaneous vertical movement and in the cargo storage position S of FIGURE 9 are similarly arranged with transverse side edges in relatively close, horizontally aligned relationship with the associated platforms 30, 31. The decks 41, 42 and 43, 44 may be secured together in any suitable manner by means such as vertically extending brackets 47 the upper and lower ends of which are secured by suitable means such as bolts, welding or the like to the decks as shown best in FIG- URE 10. Thus, it can be seen in FIGURES l, 3, that the plurality of decks 41-45 in the cargo spaces 26', 26" similarly move into alignment with the associated transverse side edges of the platforms 2832 in the clearance space 27' therebetween.

Although decks 41-44 are movable into the three positions S, T and E enumerated above, deck 45 referred to as a hatch deck is arranged to be moved into an upper end closing relationship with the cargo space 26 in horizontal alignment with the main deck area 18 for forming what can be referred to as a weather deck. The cargo space closing position of hatch deck 45 is shown clearly in FIGURE 9 and corresponds to the transfer position T of decks 4144. Preferably the hatch deck 45 is provided with strips 45a suitably secured thereto along each transverse edge to provide a seal with the associated transverse edges of platforms 32. As previously described, the hatch deck 45 is also arranged to be moved upwardly into an elevated position E above the main deck area 18 as shown in FIGURE 5.

The means for moving the plurality of decks 41-45 include guide means for guiding the vertical movement of the decks 4145 in each of the cargo spaces 26 together with power means operatively associated with each of the plurality of decks 41-45. In the illustrated embodiment, the power means include a device designated generally by the numeral 48 which is referred to as an electrically operated Mechanical Actuator manufactured and sold under the trademark Roll-Ramp by the Philadelphia Gear Corporation of King of Prussia, Pa.

This commercially available Mechanical Actuator 48 utilizes a wedge and roller principle to convert rotary input motion into smooth continuous linear output with high thrust capacibilties and is capable of developing a thrust of up to 1,500,000 pounds and to even higher levels up to 5,000,000 pounds if desired. It should be understood that although each of the decks 41-45 may be operated independently by one or more associated actuators 48, in the preferred embodiment, the decks 41, 42 and 43, 44 are secured together in pairs, as previously described, for simultaneous movement due to the space requirements for actuators 48 of a capacity for providing the necessary thrust output to elevate cargo loads common to ships of this general type.

Accordingly, each pair of decks 41, 42 and 43, 44 is provided with a plurality of such Mechanical Actuators 48, six such actuators each having a thrust output of 1,500,000 pounds being preferably provided for each pair of decks. The actuators 48 for each pair of decks are arranged adjacent each corner of each pair of decks and intermediate the corners along each side as shown best in FIGURE 6, the actuators being positioned inwardly of the marginal edges of the decks as shown for clearance. The Mechanical Actuators 48 may be secured to the decks 41, 42 and 43, 44 in any suitable manner and in the illustrated embodiment are secured to the associated pair of decks by suitable attachment to the brackets 47 as shown in FIGURE 3. The hatch deck 45 is similarly moved vertically by Mechanical Actuators, designated generally by the numeral 49, of somewhat smaller capacity than actuators 48 since deck 45 is not used for load lifting purposes. Thus actuators 49, six of which may be provided, preferably extend through the deck 45 as shown in FIGURE 9 to move the deck 45 into the elevated position E and into the transfer position T.

The power means for Mechanical Actuators 48 are therefore operatively connected to the associated decks 41-44 and to guide means in the form of vertically extending, stationary, threaded shafts or stems 50 supported at their lower ends on the hull bottom wall 14. The upper ends of the threaded stems 50 are suitably connected to the reinforcing members 37 contained within the elevated deck 36. Similarly, the actuators 49 for decks 45 are operatively connected to the stems 50. The actuators 48, 49 are arranged to move vertically in both directions on the associated threaded stems 50 which extend centrally through the actuators 48, 49 in accordance with the operating principle of the Mechanical Actuators 48, 49. The threaded stems extend through suitable openings 51 in the decks 4145 as shown best in FIGURE 4 thereby providing clearance between the stems 50 and decks 41- 45 for vertical movement of the decks.

Referring now to FIGURE 6, it can be readily understood that a uniform movement of the actuators 48 associated with a pair of decks such as decks 43, 44 must be provided. The plurality of actuators 48, 49 associated with each deck or decks are thus preferably connected together with the drive arrangement shown best in FIGURE 6. In such an arrangement, a gear motor 52 connected by means of conductors 53 to a source of power through suitable control means (not shown) as will be explained hereinafter is arranged to drive simultaneously all of the actuators 48 or actuators 49 by means of transversely extending drive shafts 54, longitudinally extending drive shaft 55, and gear boxes 56 as shown. Such a drive arrangement is preferably positioned directly beneath the decks 42, 44 and deck 45 as shown in FIG- URE 5, the control means (not shown) being arranged to independently control the energization of the gear motors 52 for independent movement of the pairs of decks 41, 42 and 43, 44 and hatch deck 45 through actuators 48, 49 respectively.

In the cargo storage position S for decks 41, 42, these decks, loaded with cargo C, are preferably supported on the hull bottom wall 14 as shown in FIGURE 7 thereby transferring the load of cargo from the actuators 48 to the hull. Releasable means are also preferably provided for similarly relieving the load on the actuators 48 operatively connected to decks 43, 44. More specifically, as shown in FIGURE 9, L-shaped support members 57 are pivotally mounted at 58 adjacent the transverse side edges of platforms 30, 31. The L-shaped support members 57 are thus arranged to be pivoted into the inoperative dotted line position to permit the decks 41-44 to move freely vertically within the cargo spaces 26. When their use is required, the support members 57 may be pivoted into the solid line position of FIGURE 9 for supporting the decks 43, 44 on which cargo has been loaded in the storage position S.

As the Mechanical Actuators 48, 49 are electrically operated, means are provided for connecting these actuators to an associated source of electric power. In the illustrated embodiment, at least one hollow column 59, as shown best in FIGURES 6, 8 is suitably positioned adjacent each plurality of decks 41-45 so as to extend between the hull bottom wall 14 and the elevated deck 36. The column 59 is provided with a vertical slot 60 as shown in FIGURE 8 and is arranged to accommodate a pair of main power conductors 61, 62 connected by suitable means (not shown) to a source of electric power within the hull 11 which electric power source is usually included with the propulsion power means 22.. Each group of Mechanical Actuators 48, 49 operatively connected to a deck or pair of decks is arranged to be electrically connected to the main power conductors 61, 62 by means of roller contactors 63, 64 respectively. The contactors 63, 64 are connected to conductors 66, 67 respectively which extend through a lateral projection 68 on decks 42, 44 and 45 which projection is accommodated within the column slot 60. The conductors 66, 67 are suitably connected to conductors 53 associated with the gear motors 52 through suitable control means (not shown) if desired thereby providing an electric power circuit for the actuators 48, 49.

Thus, during vertical movement of the decks such as deck 44 in FIGURE 8 in either direction as indicated by the double arrow I, a continuous connection to a source of electric power for the associated actuators 48 is provided as the column slot 60 accommodates the deck projection 68 and contact is maintained with the power conductors 61, 62 by the roller contactors 63, 64 during such vertical movement.

The hold 19 includes at least one vertically extending storage space adjacent the stern 13 of the hull 11. In the illustrated embodiment, two of such storage spaces 71, 72 are provided as shown in FIGURE 1, storage space 71 being referred to hereinafter as the machinery space. At

least one vertically movable deck is provided in the machinery space 71. More specifically, two of such decks 73, 74 are provided within machinery space 71 for accommodating the propulsion power means 22. The decks 73, 74 are arranged for vertical movement utilizing mechanical actuators 48 and threaded stems 50 arranged similarly to the arrangement for the decks 41-44 in the cargo spaces 26. Furthermore decks 73, 74 are preferably connected together by suitable means (not shown) for simultaneous movement as a unit. In addition, hatch deck 76 is provided for vertical movement in the above described manner into upper end closing relationship with the machinery space 71 in the transfer position T as well as into an elevated position E by means such as actuators 49 operatively associated with the stems 50.

In the illustrated embodiment, upper deck 74 is arranged to support such propulsion power means as the boilers, auxiliaries, feed pumps, forced draft blowers, etc., the stack 24 being appropriately associated therewith. Lower deck 73 is arranged to accommodate the main turbines, auxiliary generators, pumps, condensers, etc., as shown appropriately connected by means of drive shaft with the screw 20'. In the preferred embodiment, the equipment supported on decks 73, 74 and movable as a unit is interconnected for operation by pipes, wiring, linkages, etc. Furthermore, the propulsion powers means 22 on decks 73, 74 are appropriately connected by suitable quick disconnecting means to the various services and service lines associated with the equipment so as to permit the propulsion power means 22 to be easily removed and installed as a unit.

Thus, decks 73, 74 are arranged to be moved as a unit by means of Mechanical Actuators 48 between an operative position in the machinery space 71 as shown in FIG- URE 1 for power operation in the conventional manner and into a transfer position, as will be explained hereinafter, for transfer of the propulsion power means 22 between the ship and the associated unloading area U.

Storage space 72 is preferably a tank or the like for accommodating liquids such as fuel and oil and is closed by a suitable cover 77 aligned with the main deck area 18. As shown best in FIGURE 2, transversely extending watertight bulkheads 35 are provided for separating the storage spaces 71, 72.

As a ship such as the cargo ship described herein 0ccupies various levels in the water 81 adjacent the unloading area U in accordance with the weight of the ship, cargo weight, tide, etc., means are provided for association with the ship of the invention for varying the height of the unloading area U to correspond to the level of the ship in the water. More specifically, as shown best in FIG- URE '7, the unloading area U may be provided with a vertically movable dock platform 83 having an outer edge portion 83a arranged to be positioned in alignment with the main deck area 18 in the above described ship construction. It should be understood that although the illustrated unloading arrangement of FIGURE 7 is particularly adaptable for use with the ship construction of the invention, it is readily adaptable for use with cargo ships of present day construction.

The dock platform 83 in supported for vertical movement on a suitable dock designated generally by the numeral 84 and utilizes Mechanical Actuators 86 of the aforementioned type including'a gear motor 88 and drive shafts 89 which actuators cooperate with vertically extending threaded stems 91 to move the platform 83 to the desired level. The stems 91 are preferably suitably supported on horizontally extending upper and lower members 92, 93- suitably supported on vertically extending supports 94.

The platform 83 is preferably pivotally connected to a ramp 96 the free end of which is maintained by gravity in engagement with a wharf or other structure designated generally by the numeral 97 so that a loading device such as a fork truck 98 may move freely from the wharf 97 over the ramp 96 and platform 83 onto the main deck area 18 of the ship.

When a ship constructed in accordance with the invention is to be loaded with cargo, the decks 4245 in the cargo space 26 to be loaded are moved to the elevated position E and deck 41 to the transfer position T as shown in FIGURES 1, 3. As previously explained, movement of the hatch deck 45 to the elevated position E is accomplished by energizing the actuators 49 associated with the deck 45 and the two pairs of decks 41, 42 and 43, 44 are similarly moved to the elevated position E by means of actuators 48 with the bottom deck 41 in alignment with the main deck area 18 as shown best in FIGURE 3.

Since the hull 11 of the ship is relatively light, it floats high in the water 81 as shown in FIGURE 7 so that the dock platform 83 is elevated to the position shown by means of the actuators 86 in the dock 84. Cargo may then be moved aboard the ship by means such as the loading device 98 over the ramp 96, platform 83 and onto the aligned bottom deck 41 in the transfer position T as shown in FIGURE 7.

The other deck 42 in the pair 41, 42 is then prepared for loading by moving the pair of decks 41, 42 downwardly by means of the actuators 48 until the deck 42 moves into alignment with the main deck area 18 at the transfer position T as previously described with reference to deck 41. Shifting the dock platform 83 may then be accomplished by actuators 86, if necessary, if the ship has moved downwardly due to the increased weight.

After the decks 41, 42 are loaded with cargo C, the pair of decks 41, 42 are moved downwardly into the lower part of the cargo space 26 such as shown in FIGURE 7 with the bottom deck 41 resting on the hull bottom wall 14 and with the transverse side edges of the decks 41, 42 in alignment with the platforms 28, 29 respectively in the spaces 27.

The next pair of decks 43, 44 is then similarly arranged for cargo loading by moving the decks 43, 44 downwardly from the elevated position E with the deck 43 in the transfer position T as shown in FIGURES 3, 7. After loading of both decks 43, 44 in the manner described above with reference to decks 41, 42, the pair of decks 43, 44 is then moved downwardly by means of the actuators 48 into the cargo space 26 as shown best in FIGURE 9 with the decks 43, 44 in alignment with the platforms 30, 31.

It should be understood that the brackets 57 are positioned in the dotted line position of FIGURE 9 during the loading of decks 41, 42 and 43 and after loaded deck 43 has moved below the platform 31, the brackets 57 are moved to the solid line position to engage the underside of the loaded decks 43, 44 as they are moved downwardly into supporting engagement therewith.

The hatch deck 45 may then be moved from its elevated position E into the transfer position T for closing the upper end of the cargo space 26 in alignment with the main deck area 18 thereby providing a weather deck for the ship.

In a similar manner, the other cargo spaces 26 are loaded preferably alternating between opposite sides of the center of the ship so that the ship remains somewhat balanced as it is loaded with cargo. The ship of the in vention is shown in FIGURE 1 with all of the decks 41- 45 in some of the cargo spaces 26 in the storage position S and if additional cargo is to be stored on the weather deck, which now is aligned with the main deck area 18, cargo can be placed topside on the hatch decks 45 and platforms 32 by the loading device 98 as shown.

To unload the cargo ship of the invention, with the dock platform 83 being moved upwardly as the ship is unloaded, the reverse of the above described procedure is carried out. First, if the hatch decks 45 in the transfer position T have any cargo positioned thereon, this cargo is removed therefrom into the unloading area U by suitable unloading devices such as truck 98. Subsequently, the hatch decks 45 are elevated by means of the actuators 49 10 to the elevated position E as shown in FIGURE 3 and decks 44-41 are unloaded successively as each deck is brought into alignment with the main deck area 18 by means of the actuators 48. Thus, at the completion of the unloading operation, the decks 41-45 are positioned as shown in FIGURE 5.

It should also be understood that prior to the upward movement of decks 43, 44 to the transfer position T, the brackets 57 are pivoted from the solid line position to the dotted line position of FIGURE 9 so as to permit the decks 43, 44 to move past the platforms 30, 31 without interference.

Referring now again to FIGURE 1 and particularly to the propulsion power means 22 in machinery space 71. If any of the equipment, etc., in this space requires repair or is in such a condition that new or newly repaired equipment should be substituted, the hatch deck 76 in the space 71 is moved to the elevated position E. It should be understood that provisions can be made for complete removal of the hatch deck 76 as well as the overlying portion of the elevated deck 36 to allow space for transfer of such equipment. Subsequently, both decks 73, 74 are moved as a unit upward by means of actuators 48 until the lower deck 73 is above the transfer position T corresponding to the main deck area 18, use being made of the aforementioned quick disconnect arrangement for the power propulsion means 22. Suitable support members can then be placed under the lower deck 73 in engagement with the adjacent portions of the main deck area 18 whereupon the Mechanical Actuators 48 are then lowered to permit the lower deck 73 to engage the support members thus relieving the actuators 48 of the load on the decks 73, 74. The unit may then be easily transferred from the main deck area 18 to the unloading area U by suitable unloading devices such as by skidding or the like as previously described.

In the manner described above with reference to the decks 41-44, the unit comprising the propulsion power means 22 which has been removed is replaced by moving a new unit into the transfer area T whereupon the decks 73, 74 are lowered to their appropriate levels following which the hatch deck 76 is moved into the machinery space closing position shown in FIGURE 1.

With the novel construction of this invention, there has been provided a ship construction which is not only of substantially increased cargo carrying capacity as compared with corresponding present-day ships but is provided with a novel arrangement for loading and unloading cargo which substantially reduces the amount of labor and time required. This outstanding cargo handling feature of the invention not only permits cargo to be quickly moved on and off the ship with far less personnel but virtually eliminates the need for conventional cargo handling devices such as winches, booms, and the like. Furthermore, damage to cargo common to present-day cargo handling operations is held to an absolute minimum since the cargo may be moved on and off the ship with such devices such as fork trucks and the like rather than the raising and lowering techniques in use today.

Th high speed at which cargo may be hauled with the ship construction of this invention considerably reduces the time a cargo vessel must spend in port for loading and unloading thereby permitting maximum operational use of a cargo ship with attendant reduction in overhead and other costs. With adaptation of the Roll Ramp Mechanical Actuator as described herein and its high load lifting capacity, cargo handling is smoothly and accurately performed with equipment quite reasonable in cost, occupying a minimum of space and which may be operated continuously over long periods of time. The cargo handling arrangement of this invention also provides another outstanding feature in that the ship propulsion and other equipment such as motors, turbines, pumps may be kept in running order by the principle of Repair and Refit by Replacement. Under this principle, much mechanical and electrical equipment may be quickly moved oil? the ship in a manner similar to the cargo handling technique of the invention and replaced with new or repaired equipment in a minimum of time. This means that a ship needing repairs is required to be in port for only a short period of time thereby eliminating the long period required with the us of present-day repair facilities and ship constructions for maintaining a ship in running order.

While there has been described what at present is considered to be the preferred embodiment of the invention, it will be understood by those skilled in th art that various changes and modifications may be made therein without departing from the invention and, therefore, it is the aim to cover all such changes and modifications as fall within the true spirit and scope of the invention.

Having thus described the invention, what is claimed 1. A cargo ship construction comprising, in combination, a hull having a bow and stern, propulsion power means in said hull, said hull having a bottom wall, a pair of side walls, and a horizontally extending main deck area adjacent the upper edge portions of said side walls, said bottom wall, side walls, and main deck area defining a hold extending throughout the major portion of the length of said hull, said hold being divided longitudinally into a plurality of vertically extending cargo spaces, a plurality of vertically aligned decks arranged for vertical movement in overlying relationship in each of said cargo spaces, means for guiding said plurality of decks for said vertical movement in each of said cargo spaces, power means supported on said decks in each of said plurality of decks for movement therewith for selectively moving said decks vertically on said guide means into a cargo storage position in said cargo space, into a transfer position in horizontal alignment with said main deck area for transfer of cargo between said aligned deck and an associated unloading area and into an elevated position above said main deck area.

2. A cargo ship construction in accordanc with claim 1 wherein said power means are operatively connected to said guide means.

3. A cargo ship construction in accordance with claim 1 including a plurality of stacks of vertically spaced, vcrtically aligned platforms supported in longitudinally spaced relationship in said hull between said cargo spaces, said plurality of movable decks in each of said cargo spaces having transverse side edges arranged in relatively close, horizontally aligned relationship with the platforms in the associated stacks in said storage and transfer positions of said decks, the upper platform in each of said stacks being supported in horizontal alignment with said main deck area.

4. A cargo ship construction in accordance with claim 3 including releasable means for supporting at least some of said movable decks in said storag position on said platforms in said associated stacks.

5. A cargo ship construction in accordance with claim 1 wherein at least some of said plurality of decks in each of said cargo spaces are arranged in pairs, means for connecting said decks in each of said pairs together in a fixed vertically spaced relationship for simultaneous vertical movement in said cargo spaces and wherein said power means are supported on each of said pairs of decks for movement therewith.

6. A cargo ship construction in accordance with claim 1 including an elevated deck, means for supporting said elevated deck on said hull in vertically spaced relationship above said main deck area and wherein said guide means are supported between said elevated deck and said hull bottom wall.

7. A cargo ship construction in accordance with claim 1 wherein said plurality of decks include a hatch deck movable into said elevated position and into said transfer position for closing the upper end of said cargo space.

8. A cargo ship construction comprising, in combination, a hull having a bow and stern, propulsion power means in said hull, said hull having a bottom wall, a pair of sidewalls, and a horizontally extending main deck area adjacent the upper edge portions of said side walls, said bottom wall, side walls, and main deck area defining a hold extending throughout the major portion of the length of said hull, said hold being divided longitudinally into a plurality of vertically extending cargo spaces, a plurality of vertically aligned decks arranged for vertical movement in overlying relationship in each of said cargo spaces, means associated with each of said plurality of decks for selectively moving said decks vertically into a cargo storage position in said cargo space, into a transfer position in horizontal alignment with said main deck area for transfer of cargo between said aligned deck and an associated unloading area and into an elevated position above said main deck area, said hold including at least one vertically extending machinery space adjacent the stern of said hull, at least one deck in said machinery space arranged for vertical movement, said propulsion power means being positioned on said movable deck in said machinery space, means associated with said deck in said machinery space for moving said deck into an operative position in said hold for operation of said propulsion power means and into a transfer position in substantially horizontal alignment with said main deck area for transfer of said propulsion power means between said aligned deck and an associated unloading area.

9. A cargo ship construction in accordance with claim 1 including a dock for association with said cargo ship, a vertically movable dock platform supported on said dock, means on said dock for guiding said platform for said vertical movement on said dock and power means supported on said platform for movement therewith for moving said platform vertically into horizontal alignment with said cargo ship main deck area.

10. In a cargo ship, a hull, a main deck covering the top of the hull substantially throughout the major portion of its length and width and defining therewith a storage hold, said storage hold being divided longitudinally of the hull into a plurality of separate compartment spaces each of which extends for substantially the full width of the hull and for its entire height, vertically m0vable substantially hornzontal cargo deck means in each compartment space spanning substantially th entire horizontal area thereof, substantially vertical guide p st means for the cargo deck means in each compartment and extending for the entire height of the hull and including at least one screw-threaded guide post near each corner of the compartment space, power drive means for each cargo deck means mounted on the cargo deck means and movable vertically therewith along said guide post means and including a power drive unit surrounding each screw-threaded drive post and operatively engaging the latter so that when the unit is activated it will travel longitudinally of the screw-threaded guide post, and means to activate all power drive units of each compartment space simultaneously including a single electric motor means in each compartment space mounted upon the cargo dec-k means, drive shaft and gearing means interconnecting said electric mootr means and said units, and means forming a vertically movable electrical connection between the electric motor means and a source of electrical power in all vertically adjusted positions of said cargo deck means.

11. The structure of claim 10, wherein said electrical connection comprises a stationary vertical column having a slot formed therethrough, substantially vertical power conductors within said column, and electrical contact elements carried by said cargo deck means and projecting through said slot and movably engaging said power conductors.

12. In a cargo ship, a hull, a main deck covering the top of the hull substantially throughout the major portion of its length and width and defining therewith a storage 13 hold, said storage hold being divided longitudinally of the hull into a plurality of separate compartment spaces each of which extends for substantially the full width of the hull and for its entire height, veritcally movable substantially horizontal cargo deck means in each compartment space spanning substantially th entire horizontal area thereof, substantially vertical guide post means for the cargo deck means in each compartment space and extending for the entire height of the hull, power drive means for each cargo deck means mounted on the cargo deck means and movable vertically therewith along said guide post means and having a driving connection with the vertical guide post means, whereby the cargo deck means can be raised and lowered in each compartment space in dependently of the like deck means in other cargo spaces of the storage hold, and an elevated deck disposed a substantial distance above said main deck and being substantially coextensive in area therewith, said guide post means for the cargo deck means extending above the main deck to an elevation substantially at the elevated deck, whereby the vertically movable cargo deck means may be moved to storage positions below the main deck, to a cargo transfer position substantially at the elevation of the main deck and to elevated positions above the main deck.

References Cited UNITED STATES PATENTS 2,181,279 11/1939 McLauthlin 11472 X 2,247,145 6/1941 Baldwin 14-72 3,019,757 2/1962 Bailey 11472 TRYGVE M. BLIX, Primary Examiner. 

